Note: Descriptions are shown in the official language in which they were submitted.
1
Aircraft Landing Gear Shock Absorbing Strut
Background
An oleo-pneumatic shock absorbing strut is a known type of shock absorbing
strut
used in aircraft landing gear. Such a shock absorbing strut typically includes
an outer
cylinder which defines an inner bore in which a sliding tube is slidably
mounted such
that the outer cylinder and sliding tube together define a variable sized
internal
chamber. The chamber contains oil and a gas, such as nitrogen. When the shock
absorber is compressed, the chamber volume decreases, compressing the gas and
forcing oil through a first damping orifice in order to provide compression
damping.
The compressed gas serves as a spring, biasing the shock absorber to extend
following
removal of the compressive force. Recoil damping is provided by the oil
passing
through a second damping orifice, which can be in the shock absorber annulus.
The oil within an oleo-pneumatic shock absorber is also used for lubrication
of the
internal sliding surfaces (bearings) between the sliding tube and outer
cylinder.
The present inventors have identified that conventional oleo-pneumatic shock
absorbing struts can be reduced in weight.
Summary
In accordance with a first aspect of the invention, there is provided an
aircraft landing
.. gear shock absorbing strut. The strut comprises:
an outer cylinder defining a bore;
a sliding tube slidably coupled within the bore to move between a first
position,
which corresponds to the shock absorbing strut being in a compressed
condition, and
a second position, which corresponds to the shock absorbing strut being in an
extended condition, the outer cylinder and sliding tube together defining an
internal
chamber that varies in volume in accordance with the extension state of the
shock
absorbing strut,
wherein the shock absorbing strut is arranged to divide the internal chamber
into a
first spring chamber and a second spring chamber,
.. the first spring chamber being a pneumatic chamber containing a first gas,
the first
spring chamber being arranged to force the first gas through a flow restrictor
when
the shock absorbing strut moves from the extended condition to the compressed
condition to provide compression damping to the shock absorbing strut,
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the second spring chamber containing a second gas and a hydraulic liquid, the
second
spring chamber being arranged to compress the second gas when the shock
absorbing
strut moves from the extended condition to the compressed condition, the
second
spring chamber containing one or more damping orifices through which the oil
passes
as the shock absorbing strut extends to provide recoil damping during
extension of the
shock absorbing strut;
wherein the first spring chamber comprises a variable volume sub-chamber in
fluid
communication with a fixed volume sub-chamber via the flow restrictor, to
provide
compression damping to the shock absorbing strut as gas is forced into the
fixed
volume sub-chamber from the variable volume sub-chamber during compression of
the shock absorbing strut;
wherein the aircraft landing gear shock absorbing strut further comprises an
end
fitting arranged to close a distal end of the outer cylinder, the distal end
of the outer
cylinder being opposite an end of the outer cylinder from which the sliding
tube
projects, the end fitting extending into the bore to define a piston which
moves in
sealing engagement with an inner sidewall of the sliding tube to define the
variable
volume sub-chamber of the first spring chamber, and
wherein the sliding tube includes a radially inwardly extending neck portion
connected
to an open end of an inner tube defining the fixed volume sub-chamber of the
first
spring chamber, the inner tube extending from the flow restrictor at a
proximal end of
the inner tube to a distal end of the inner tube, the distal end of the inner
tube being
closed or arranged to be closed.
Thus, an aircraft landing gear shock absorber strut according to the first
aspect can
contain two separate spring chambers which work in parallel to provide the
shock
absorber spring function. The first chamber is a pneumatic chamber which
provides
compression damping for the landing gear strut. The second spring chamber
provides
recoil damping and also lubricates the shock absorbing strut. This arrangement
allows
for a significant reduction in oil weight due to the separation of the
compression and
extension damping.
According to another optional aspect of the invention, the first and second
spring
chambers are isolated from fluid communication with one another.
According to yet another optional aspect of the invention, the first and
second spring
chambers operate in parallel.
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According to yet another optional aspect of the invention, the second spring
chamber
is at least partially defined by an annulus between the outer cylinder and
sliding tube,
the annulus containing one or more bearings each mounted on one of the outer
cylinder and sliding tube to move in sliding engagement with the other, such
that the
hydraulic liquid within the second spring chamber lubricates the one or more
bearings
as the shock absorbing strut moves between the compressed condition and the
extended condition.
According to yet another optional aspect of the invention, the piston includes
a port in
fluid communication with the proximal end of the inner tube.
According to yet another optional aspect of the invention, the inner tube
comprises an
inflation tube.
.. According to yet another optional aspect of the invention, the shock
absorbing strut is
coupled to a mounting bearing via which the shock absorbing strut is arranged
to be
pivotally coupled to an aircraft and further being coupled to a wheel assembly
for
supporting the aircraft on the ground.
According to yet another optional aspect of the invention, at least a portion
of at least
one wall defining the first spring chamber is fixed relative to the outer
cylinder.
According to yet another optional aspect of the invention, the flow restrictor
comprises
more than one orifice.
According to yet another optional aspect of the invention, the flow restrictor
comprises
a check valve.
According to yet another optional aspect of the invention, the compression
damping
and the recoil damping are different.
According to yet another optional aspect of the invention an aircraft landing
gear
shock absorbing strut is provided. The strut comprises:
an outer cylinder defining a bore;
a sliding tube slidably coupled within the bore to move between a first
position, which
corresponds to the shock absorbing strut being in a compressed condition, and
a
second position, which corresponds to the shock absorbing strut being in an
extended
condition, the outer cylinder and sliding tube together defining an internal
chamber
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that varies in volume in accordance with the extension state of the shock
absorbing
strut,
wherein the shock absorbing strut is arranged to divide the internal chamber
into a
first spring chamber and a second spring chamber,
wherein the first spring chamber comprises a pneumatic chamber containing a
first
gas, the first spring chamber being arranged to force the first gas through a
flow
restrictor when the shock absorbing strut moves from the extended condition to
the
compressed condition to provide compression damping to the shock absorbing
strut,
wherein the second spring chamber contains a second gas and a hydraulic
liquid, the
second spring chamber being arranged to compress the second gas when the shock
absorbing strut moves from the extended condition to the compressed condition,
the
second spring chamber containing one or more damping orifices through which
the oil
passes as the shock absorbing strut extends to provide recoil damping during
extension of the shock absorbing strut; and
wherein the first spring chamber
comprises a fixed size portion and a variable size portion, the fixed size
portion being
narrower than the variable size portion.
According to yet another aspect of the invention there is provided an aircraft
including
one or more aircraft landing gear, each landing gear including a shock
absorbing strut
according to one or more of the above aspects.
Brief Description of the Drawings
FIG. 1 is a schematic cross section view of an aircraft landing gear shock
absorbing
strut according to an embodiment of the invention in an extended state;
FIG. 2 is a schematic cross section view of the shock absorbing strut of FIG.
1 in a
compressed condition;
FIG. 3 is an illustration of the first spring chamber within the shock
absorbing strut of
FIG. 1 when in an extended condition;
FIG. 4 is an illustration of the first spring chamber within the shock
absorbing strut of
FIG. 1 when in a compressed condition;
FIG. 5 is a schematic illustration of the second spring chamber within the
shock
absorber of FIG. 1 when in an extended condition;
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FIG. 6 is a schematic illustration of the second spring chamber within the
shock
absorber of FIG. 1 when in a compressed condition
FIG. 7 is a schematic cross section view of an aircraft landing gear shock
absorbing
strut according to an embodiment of the invention in an extended state; and
FIG. 8 is a schematic cross section view of the shock absorbing strut of FIG.
7 in a
compressed condition.
Detailed Description
FIGS. 1 and 2 are a schematic cross section views of part of an aircraft, more
specifically an aircraft landing gear assembly, according to an embodiment of
the
invention. FIGS. 1 and 2 focus on the shock absorbing strut 10 of the landing
gear
assembly.
The shock absorbing strut 10 comprises an outer cylinder 12 which can include
a
bearing formation (not shown) by which it is arranged to be pivotally coupled
to an
aircraft so as to define the landing gear main fitting. Alternatively, the
shock absorber
can form part of a capsule type shock absorbing strut.
At one end, which corresponds to its upper end when in a deployed landing gear
condition, the outer cylinder 12 is closed by an end fitting 14 which
comprises a radial
cap portion 14a which extends inwardly from the outer cylinder 12 and connects
to a
cylindrical section 14b which extends into the bore of the outer cylinder 12
before
terminating in a radially enlarged piston 14c. The end fitting 14 provides a
substantially fluid tight seal between itself and the outer cylinder so as to
close the
end of the outer cylinder 12.
A sliding tube 14 is slidably coupled within the outer cylinder 12 so as to be
reversibly
movable along the longitudinal axis of the outer cylinder 12 between a first
position,
shown in FIG. 2, which corresponds to a contracted position for the shock
absorber,
and a second position, shown in FIG. 1, which corresponds to an extended
condition of
the shock absorbing strut.
The sliding tube 14 has a cylindrical sidewall 16a which extends through a
lower
bearing and dynamic seal assembly 20 mounted at the second, open, end of the
outer
cylinder 12. The end of the cylindrical sliding tube sidewall 16a which
resides within
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the bore of the outer cylinder 12 includes a radially inwardly extending end
stop
formation 16e arranged to engage the piston 14c of the end fitting 14 to limit
outward
movement of the sliding tube 16. Alternatively or in addition, conventional
end stops
(not shown) can be provided between the sliding tube 16 and lower bearing
assembly
20. Adjacent to the end stop 16e is a conventional shock absorber upper
bearing
assembly 22 for sliding contact with the inner surface of the outer cylinder
12.
The piston 14c moves in sealing sliding engagement with the inner wall of the
sliding
tube cylindrical body portion 16a. As such, the piston 14c divides the
internal chamber
of the oleo-pneumatic shock absorbing strut 10 into two separate spring
chambers Si,
S2, as illustrated in FIGS 3 to 6.
The inner sidewall of the sliding tube 16 includes a radially inwardly
extending neck
region 16b which along with the piston 14c defines a variable volume gas sub
chamber
G1. The radially inwardly extending neck region 16b connects to an open end of
an
inner cylindrical tube 16c, the distal end of which is closed by a valve or
cap to define
a fixed volume gas sub chamber G1. A flow restrictor 18 is provided at the
opening of
the inner tube 16c to restrict the flow of gas between the variable volume gas
sub
chamber G1 and the fixed volume gas sub chamber G2. The flow restrictor 18
comprises one or more gas orifices and can include one or more check valves
which
permits gas to pass from the variable volume gas sub chamber G1 to the fixed
volume
gas sub chamber G2, but inhibits reverse flow.
The end of the sliding tube 16 which projects from the outer cylinder 12 can
include a
wheel assembly mounting formation, such as a bogie beam attachment yoke.
FIG. 3 schematically illustrates the first spring chamber, which is
exclusively a gas
chamber, when the shock absorber is in the extended condition shown in FIG. 1.
The
variable size gas chamber G1 is at its largest volume. As the shock absorber
moves to
the contracted condition, as shown in FIG. 2, the volume of the variable size
gas
chamber G1 decreases, thereby forcing gas within it through the flow
restrictor 18 into
the high pressure, fixed volume, gas chamber G2. As will be appreciated, the
flow of
gas from the variable volume gas sub chamber G1 to the fixed volume gas sub
chamber G2 during shock absorber contraction creates a pressure differential
across
the flow restrictor 18 which provide compression damping for the shock
absorber strut
10. Thereafter, the compressed gas within the reduced volume first spring
chamber Si
serves to bias the shock absorber strut 10 to assume the extended condition.
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The second spring chamber S2 is illustrated in Figs. 5 and 6 and is defined by
the
annular space between the outer cylinder 12 and the cylindrical side wall of
the sliding
tube 16a and end fitting 14b. The second spring chamber S2 contains a mixture
of
hydraulic fluid, such as oil, 0 and a gas, such as nitrogen, G. The oil 0 and
gas G are
.. not separated in this embodiment. As the shock absorbing strut 10 is
compressed, the
gas is compressed as illustrated in FIG. 6. As the shock absorber extends, the
oil 0
provides damping in a conventional manner as it passes through a 'flapper'
type valve
24 located adjacent to the upper bearing 22. The 'flapper' valve 24 opens to
provide
free flow during shock absorber compression but closes to provide positively
controlled
damping during shock absorber extension.
The inner tube 16c of the sliding tube 16 can be an inflation tube, provided
for
inflating the shock absorber 10 following assembly.
.. FIG. 7 shows a shock absorbing strut according to a further embodiment of
the
invention generally at 30. The shock absorbing strut 30 is similar to the
shock
absorbing strut 10 of FIG. 1 and for brevity the following description will
focus on the
differences.
In the illustrated embodiment, the inner tube 34a which defines the fixed
volume,
second gas sub chamber G2' extends from the piston 34b of the end fitting 34.
A
distal, free end of the inner tube 34a can be positionally secured via a
stabilising cross
member 36. As with the previous embodiment, the variable volume, first gas
chamber
G1' is defined between the sliding tube 32 and the piston 34b.
The shock absorbing strut of the illustrated embodiment works in an analogous
manner to the shock absorbing strut 10 described with reference to FIG. 1 in
that gas
within the variable volume sub chamber G1' is forced into the fixed volume,
second
sub chamber G2' via a flow restrictor 36 located at the port between the gas
chambers
G1' G2'.
Thus, an aircraft landing gear shock absorber strut according to embodiments
of the
invention contains two separate spring chambers Si, S2 which work in parallel
to
provide the shock absorber spring function. The first chamber Si is a
pneumatic
chamber which provides compression damping for the landing gear strut. The
second
spring chamber located in the annulus between the outer cylinder 12 and
sliding tube
16 provides recoil damping and also lubricates the shock absorbing strut. This
arrangement allows for a significant reduction in oil weight due to the
separation of
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the compression and extension damping. The first and second chambers can be
set
with different pressures acting on different areas.
Although the invention has been described above with reference to one or more
preferred embodiments, it will be appreciated that various changes or
modifications
can be made without departing from the scope of the invention as defined in
the
appended claims. The word "comprising" can mean "including" or "consisting of"
and
therefore does not exclude the presence of elements or steps other than those
listed in
any claim or the specification as a whole. The mere fact that certain measures
are
recited in mutually different dependent claims does not indicate that a
combination of
these measures cannot be used to advantage.
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Date Recue/Date Received 2023-02-09
